37th BOMB SQUADRON

LINEAGE 37th Aero Squadron organized, 13 Jun 1917 Demobilized, 15 Apr 1919 Reconstituted and redesignated 37th Pursuit Squadron, 24 Mar 1923 Activated, 1 Sep 1933 Redesignated 37th Attack Squadron, 1 Mar 1935 Inactivated, 31 Jan 1938 Redesignated 37th Bombardment Squadron (Medium), 6 Dec 1939 Activated, 1 Feb 1940 Redesignated 37th Bombardment Squadron, Medium, 9 Oct 1944 Inactivated, 26 Nov 1945 Redesignated 37th Bombardment Squadron, Light, 29 Apr 1947 Activated, 19 May 1947 Inactivated, 10 Sep 1948 Redesignated 37th Bombardment Squadron, Light, Night Intruder, 8 May 1952 Activated, 10 May 1952 Redesignated 37th Bombardment Squadron, Tactical, 1 Oct 1955 Inactivated, 25 Jun 1958 Redesignated 37th Bombardment Squadron, Heavy, 16 Jun 1977 Activated, 1 Jul 1977 Inactivated, 1 Oct 1982 Activated, 1 Jan 1987 Redesignated 37th Bomb Squadron, 1 Sep 1991 STATIONS Camp Kelly, TX, 13 Jun–11 Aug 1917 Etampes, France, 18 Sep 1917 Issoudun, France, 23 Sep 1917

Bordeaux, France, c. 6 Jan–18 Mar 1919 Mitchel Field, NY, c. 5–15 Apr 1919 Langley Field, VA, 1 Sep 1933–31 Jan 1938 Barksdale Field, LA, 1 Feb 1940 Lowry Field, CO, 10 Jul 1940 Pendleton, OR, 29 Jun 1941 Lexington County Aprt, SC, 16 Feb 1942 Barksdale Field, LA, 24 Jun–18 Nov 1942 Telergma, Algeria, 21 Dec 1942 Sedrata, Algeria, 13 May 1943 Djedeida, Tunisia, 25 Jun 1943 Villacidro, Sardinia, 5 Dec 1943 Poretta, Corsica, 21 Sep 1944 Dijon, France, 20 Nov 1944 Linz, Austria, 16 Jun 1945 Horsching, Austria, 6 Jul 1945 Clastres, France, 3 Oct–c. 17 Nov 1945 Camp Myles Standish, MA, 25–26 Nov 1945 Langley Field (later, AFB), VA, 19 May 1947–10 Sep 1948 Pusan AB, Korea, 10 May 1952 Miho AB, Japan, 9 Oct 1954–19 Mar 1955 Eglin AF Aux Field No. 9, FL, 1 Apr 1955 RAF Alconbury, England, 11 May 1958 Eglin AF Aux Field No. 9, FL, 12 May–25 Jun 1958 Ellsworth AFB, SD, 1 Jul 1977–1 Oct 1982 Ellsworth AFB, SD, 1 Jan 1987 ASSIGNMENTS Unkn, 13 Jun–Sep 1917 Third Aviation Instruction Center, Sep 1917–Jan 1919 Unkn, Jan–15 Apr 1919 18th Pursuit Group (attached to 8th Pursuit Group), 1 Sep 1933 2nd Wing (attached to 8th Pursuit Group), 1 Mar 1935–31 Jan 1938 28th Composite Group, 1 Feb 1940 17th Bombardment Group, 23 Apr 1941–26 Nov 1945 17th Bombardment Group, 19 May 1947–10 Sep 1948 17th Bombardment Group, 10 May 1952–25 Jun 1958 28th Bombardment Wing, 1 Jul 1977–1 Oct 1982 28th Bombardment Wing, 1 Jan 1987 28th Operations Group, 1 Sep 1991 ATTACHMENTS 17th Bombardment Wing, 8 Jun 1957–25 Jun 1958 WEAPON SYSTEMS Avro 504–K

Sopwith F–1 Camel DH–4 Nieuport 27, 1918 P–6, 1933–1935 A–8, 1935–1936 A–17, 1936–1938 B–18, 1940–1941 B–25, 1941–1942 B–26, 1942–1945 B–26, 1952–1956 B–66, 1956–1958 B–52, 1977–1982 B–1, 1987 ASSIGNED AIRCRAFT SERIAL NUMBERS ASSIGNED AIRCRAFT TAIL/BASE CODES UNIT COLORS COMMANDERS Sgt Monroe Reynolds, 13 Jun 1917 (acting) Cpl Cody Dalton, 15 Jun 1917 (acting) 1Lt Joseph C. Trees, 27 Jul 1917 1Lt (unkn) Patterson, c. 13 Nov 1917 1Lt Frederick C. Bowne, 25 Nov 1917 1Lt William W. Nolting, 10 Dec 1917 1Lt Richard H. Merkel, 28 Dec 1917 Cpt Lester T. Gayle, 9 Jun 1918 1Lt Richard S. Davis, 22 Aug 1918 1Lt Richard H. Merkel, Sep 1918 1Lt Malcolm C. Wall, by Nov 1918 Unkn, Nov 1918-15 Apr 1919 Cpt Caleb V. Haynes, 1 Sep 1933 Cpt Ned Schramm, 18 Jul 1935-Jul 1936 Unkn, Jul 1936-31 Jan 1938 1Lt Karl E. Bannister, 1 Feb 1940 Cpt W. C. Mills, 10 Jul 1940-unkn Maj Ferrell L. Bowen, 28 Jun 1942 Maj Robert A. Zaiser, 3 Jun 1943 Maj Audie S. Wright, 12 Jul 1943 Maj Raymond J. Downey, 24 Sep 1943 Maj Harold L. McKean, 15 Oct 1943 Cpt Rodney S. Wright, 21 Jul 1944 Maj George H. Gibbens, 27 Aug 1944 Maj Eugene J. McCarthy, 10 Apr 1945

Maj Randle J. Dedeaux, 25 May 1945 unkn, Jun-26 Nov 1945 Unkn, 19 May 1947-10 Sep 1948 LTC Albert C. Hegenberger, 10 May 1952 LTC Rhodes M. Elam, May 1952 Maj Alfred A. Beckner Jr., 22 Nov 1952 Unkn, 1 Jan 1953-29 Jun 1955 LTC George J. Nied, by 30 Jun 1955 LTC Raymond A. Fulton, 30 Oct 1956-25 Jun 1958 LTC Leroy A. Myers, 1 Jul 1977 LTC James S. Dillon, 26 Jul 1978 LTC Stanley O. Smith, 16 May 1980 LTC William R. Lennard, 3 Apr 1981-1 Oct 1982 LTC Thomas A. O'Riordan, 1 Jan 1987 LTC Joseph P. Stein, 9 Nov 1989 LTC Kermit V. Boschert, 14 Dec 1990 LTC George A. Vidrine Jr., 1 Jun 1992 LTC Thomas C. Owskey, 11 Jun 1993 LTC Christopher Miller, 14 Jun 1994 LTC Richard E. Smith, 28 Jun 1996 LTC Stephen L. Wolborsky, 3 Oct 1997 LTC Jeffry F. Smith, 16 Jul 1999 LTC Todd C. Westhauser, Jun 2001 LTC Gary A. Mausolf, 25 Jun 2003 LTC David B. Been, 3 Jun 2005 LTC Kirk W. Hunsaker, 24 May 2007 HONORS Service Streamers World War I Theater of Operations

Campaign Streamers World War II Antisubmarine, American Theater Tunisia Sicily Naples-Foggia Anzio Rome-Arno Southern France North Apennines Rhineland Central Europe Air Combat, EAME Theater

Korea Korea Summer-Fall 1952 Third Korean Winter Korea, Summer 1953

Armed Forces Expeditionary Streamers None

Decorations Distinguished Unit Citations Italy, 13 Jan 1944 Schweinfurt, Germany, 10 Apr 1945 Korea, 1 Dec 1952–30 Apr 1953 Air Force Outstanding Unit Awards 1 Jul 1977–30 Jun 1978 1 Jul 1978–30 Jun 1980 1 Jul 1988–30 Jun 1990 1 Sep 1991–1 Jul 1993 1 Jun-30 Nov 1994 1 Jun 1997-31 May 1999 1 Jun 2003-31 May 2005 French Croix de Guerre with Palm Apr, May, and Jun 1944 Republic of Korea Presidential Unit Citation 24 May 1952–31 Mar 1953 EMBLEM On a disc Gules, a tiger’s head erased Proper, all within a narrow border Blue. Attached below the disc, a Yellow scroll edged with a narrow Blue border and inscribed "37TH BOMB SQUADRON” in Blue letters. Symbolism Ultramarine blue and Air Force yellow are the Air Force colors. Blue alludes to the sky, the primary theater of Air Force operations. Yellow refers to the sun and the excellence required of Air Force personnel. The Royal Bengal Tiger exemplifies the prowess and alertness of the unit’s jet and its aircrew. Emblematically, the tiger has represented the Squadron’s virtues since the Korean combat tour. The tiger also symbolizes the Squadron’s high degree of proficiency and accuracy in striking power, together with the unit’s jet precision weapon capabilities, ability to rapidly deploy anywhere in the world and to bring about unmatched firepower, persistence and flexibility. On a White disc outlined in Black a roaring lion crouched affronte proper. (Approved, 25 Jul

1934 and reinstated Feb 1994; replaced emblem approved, 27 Dec 1956) EMBLEM SIGNIFICANCE MOTTO NICKNAME OPERATIONS

Construction, 1917–1918; flying training, 1918. Antisubmarine patrols, Dec 1941–c. Mar 1942. Contributed aircrews for the Doolittle raid on Tokyo, Japan, 6 Apr 1942. Combat in MTO and ETO, 31 Dec 1942–1 May 1945. Combat in Korea, c. 10 May 1952–Jul 1953. On 2 January 1942 the U.S. War Department established Rapid City Army Air Base as a training location for B-17 Flying Fortress crews. From September 1942 -- when its military runways first opened -- until mission needs changed in July 1945, the field's instructors taught thousands of pilots, navigators, radio operators and gunners from nine heavy bombardment groups and numerous smaller units. All training focused on the Allied drive to overthrow the Axis powers in Europe. After World War II the base briefly trained weather reconnaissance and combat squadrons using P-61 Black Widow, P-38 Lightning, P-51 Mustang, and B-25 Mitchell aircraft. Those missions soon ended, however, and Rapid City Army Air Field temporarily shut down from September 1946 - March 1947. When operations resumed in 1947 the base was a new United States Air Force asset. The primary unit assigned to Rapid City Air Force Base was the new 28th Bombardment Wing (BMW) flying the B-29 Superfortress. The installation changed names a few more times during its early years. In January 1948, Air Force Chief of Staff Gen Carl A. Spaatz renamed it Weaver Air Force Base in honor of Brig Gen Walter R. Weaver, one of the pioneers in the development of the Air Force. In June of that year, however, in response to overwhelming public appeals, Secretary of the Air Force Stuart Symington returned it to its previous name. The base was also declared a "permanent installation" in early 1948. Shortly after additional runway improvements, in July 1949, the 28 BMW began conversion from B-29s to the huge B-36 Peacemaker. In April 1950 the Air Staff reassigned the base from 15th Air Force to 8th Air Force. The base experienced one of its worst peacetime tragedies in March 1953 when an RB-36 and its entire crew of 23 crashed in Newfoundland while returning from a routine exercise in Europe. On 13 June 1953, President Dwight D. Eisenhower made a personal visit to dedicate the base in memory of Brig Gen Richard E. Ellsworth, commander of the 28th Strategic Reconnaissance Wing, who lost his life in that accident. Military organizations periodically upgrade manpower and machines from time to time to meet new national security requirements. Ellsworth Air Force Base's organizations were no exception.

Headquarters Strategic Air Command (SAC) reassigned the 28 BMW from 8th Air Force back to 15th Air Force in October 1955. Approximately one year later, SAC set plans in motion to replace the 28th's B-36s with the new all-jet B-52 Stratofortress. The last B-36 left Ellsworth on 29 May 1957 and the first B-52 arrived sixteen days later. In 1958 all base units came under the command of the 821st Strategic Aerospace Division, headquartered at Ellsworth. In October 1960, Ellsworth entered the "Space Age," with the activation of the 850th Strategic Missile Squadron, initially assigned to the 28 BMW. For more than a year this squadron prepared for the emplacement of Titan I intercontinental ballistic missiles (ICBM), which finally arrived in 1962, shortly after the activation of the 44th Strategic Missile Wing (SMW) in January. At that time Headquarters SAC also named the 44 SMW as host wing at Ellsworth. Titan's life span was short in western South Dakota. In July 1962, SAC had effectively rendered it obsolete by activating the 66th Strategic Missile Squadron, the first of three such units slated to operate 150 Minuteman I ICBMs under the 44 SMW. The 67th Strategic Missile Squadron joined the 44th in August, followed by the 68th Strategic Missile Squadron in September 1962. On 1 June 1971, SAC inactivated the 821st Strategic Aerospace Division. By October of that year an upgraded Minuteman II also replaced earlier missiles. Ellsworth soon became known as "The Showplace of SAC" as it continued to fight the Cold War by maintaining two legs of America's strategic triad: strategic bombardment and ICBMs. It carried out these vital missions for more than 15 years with relatively little change. Then, the 1980s brought many new challenges. In 1986 the base and the 28 BMW made extensive preparations to phase out the aging B-52 fleet and become the new home for the advanced B-1B Lancer. Contractors completed new unaccompanied enlisted dormitories in March, a new security police group headquarters in October, and gave Ellsworth's 13,497 foot runway a much-needed facelift. In addition, they completed new aircraft maintenance facilities for the complex new bird. The last 28 BMW B-52H left in early 1986. In January 1987, the wing received the first of 35 B-1B bombers. The 12th Air Division moved to Ellsworth on 15 July 1988. This organization was responsible for training B-1B, transient B-52, and the 28th's KC-135 Stratotanker aircrews. Headquarters SAC activated a third wing, the 99th Strategic Weapons Wing, at Ellsworth on 10 August 1989. This wing assumed primary responsibility for B-1B and B-52 advanced aircrew training. Internationally, the destruction of the Berlin Wall in October 1989 symbolized the imminent demise of the Soviet Union over the next several months. During this transition the Air Force also had to reshuffle its organizations and resources to meet the diminishing, although shifting, threat. Changes came quickly. On 3 January 1990, SAC redesignated the 812th Combat Support Group as the 812th Strategic Support Wing (SSW), which, for a short time, became Ellsworth's fourth wing. The 812th SSW consolidated all combat support activities into one organization. On 31 July 1990 SAC replaced the 12th Air Division with the Strategic Warfare Center (SWC), which provided operational command and administrative control over Ellsworth's subordinate units. Then, as part of SAC's intermediate headquarters and base-level reorganization plan, on 1 September 1991, SAC renamed the 28 BMW the 28th Wing, the 44 SMW the 44th Wing and the 99 SWW the 99th Tactics and Training Wing. Ten days later SAC inactivated both the SWC and

the 812th SSW. Once again the 28th became Ellsworth's host organization and it soon absorbed all previous 812th SSW functions. It was also during this period that, in acknowledgment of the elimination of the Warsaw Pact, the Secretary of Defense ordered alert operations to stand-down. The decades-long Cold War was over. On 1 June 1992, as part of the first major reorganization since the creation of USAF, the Air Force inactivated SAC and assigned Ellsworth's organizations (including a renamed 28th Bomb Wing (BW) to the newly activated Air Combat Command (ACC). After less than a year under the new command, the 28th’s mission changed from that of strategic bombardment to one of worldwide conventional munitions delivery. The mission of the 99th Tactics and Training Wing (later to become the 99th Wing) also continued, albeit slightly modified to fit the requirements of the new force concept. The 44th Missile Wing, however, had ably accomplished its deterrence mission. On 3 December 1991, the wing permanently pulled the first missile from its silo. On 6 April 1992, the first launch control center shut down. Deactivation of the entire missile complex ended in April 1994. In keeping with its patriotic Minuteman tradition, the 44th Missile Wing formally inactivated on 4 July 1994. In March 1994 Ellsworth welcomed the 34th Bomb Squadron, a geographically separated unit awaiting airfield upgrades before it could return to its parent organization, the 366 BW, at Mountain Home Air Force Base, Idaho. The 34th's B-1Bs are part one of the Air Force’s composite wings, which also includes F-15 Eagles, F-16 Fighting Falcons, and KC-135s. Also during 1994, the Air Force selected Ellsworth as the exclusive location from which to conduct a Congressionally-mandated operational readiness assessment of the B-1B, known locally as "Dakota Challenge." After six months of hard work, under both peacetime and simulated wartime conditions, the 28 BW and Ellsworth passed the test "with flying colors"; and proved the B-1 to be a reliable and capable weapons system; the mainstay of America's heavy bomber fleet for years to come. In 1995, the 99th Wing also departed for a new assignment at Nellis Air Force Base, Nevada, although a small contingent formerly attached to that wing remained behind to continue bomber tactics training and radar munitions scoring from a handful of dispersed detachments. The year also saw the inactivation of one of Ellsworth’s oldest units, the 77th Bomb Squadron. While the unit (as an administrative entity) departed to save Air Force dollars for development of new follow-on B-1 munitions, the organization’s aircraft remained at Ellsworth (in a flying reserve status) under the able care of its sister unit, the 37th Bomb Squadron. A reversal of fortune occurred in early 1996 when, on 26 March, an announcement was made that the 77th Bomb Squadron would soon return to Ellsworth. On 1 April 97, the squadron again activated at Ellsworth as the geographically separated 34th Bomb Squadron completed its transfer to its home at the 366th Wing, Mountain Home AFB, Idaho. By June 1998, the 77th will have six of its B-1Bs out of the reconstitution reserve. This number balances those lost by the 34th BS. In March 1999, the Air Force announced a reorganization plan that makes Ellsworth AFB and the 28 BW partners in the new Expeditionary Air Force (EAF) concept. The 28 BW was named a lead wing in the EAF. Under this plan, the 77 BS will gain six additional B-1Bs, and Ellsworth

AFB will gain about 100 more military personnel. The expeditionary forces will help the Air Force respond quickly to any worldwide crisis while making life more predictable for military members. It wasn’t too long before Ellsworth and the 28th Bomb Wing were taking the lead in the AEF concept. Five B-1Bs from the 28th Bomb Wing joined NATO forces in Operation Allied Force and began striking military targets in Kosovo on April 1, 1999. By the end of the conflict in June 1999, our B-1Bs from Ellsworth flew 100 combat missions and dropped over 1,260 tons of Mk-82 general-purpose bombs. Once again the B-1B and Team Ellsworth proved itself invaluable to the security of our national interests. After the events of September 11, 2001, team Ellsworth once again answered the call by deploying a number of B-1’s in support of Operation Enduring Freedom. Aircraft from the 37th BS at Ellsworth AFB joined additional B-1's from the 34th BS at Mountain Home AFB and formed the 34th Expeditionary Bomb Squadron. This squadron, along with other elements from Ellsworth, deployed to Diego Garcia and joined the 28th Air Expeditionary Wing where they recorded an impressive record against the terrorist factions. Their combat mission effectiveness was greater than 95% and they flew 5% of the total strike aircraft missions. They dropped 39% of the total tonnage of bombs, which was more than any other platform. The amount of ordnance dropped was tremendous. During their deployment the 28th EBS dropped 2,974 JDAMs, 1,471 Mk-82, 135 Mk-84, and 70 CBU-87 bombs. Currently, the 28th Bomb Wing and personnel from Ellsworth Air Force Base continue to be the lead wing for AEF 8, and Ellsworth personnel continue to prepare for ongoing deployments in support of operations around the globe. On September 19th, 2001 the 34th Bomb squadron joined the Ellsworth team and arrived from Mountain Home AFB, ID. Due to a drawdown in the number of B-1 aircraft in the Air Force inventory, the 77th BS at Ellsworth was inactivated and the “Thunderbirds” of the 34th BS were moved to Ellsworth to take their place. The men and women of Ellsworth AFB draw from past experiences to plan for the future. As they embrace the core values of "Integrity First, Service Before Self, and Excellence in All We Do," they stand ready to provide global power for America!

37th BS Equipped with B-52H on activation 1/7/77 and operated this model until inactivated on 1/10/82. 37th Bombardment Squadron (Tactical): Convert from B-26B/Cs to B-66Bs at Hurlburt Field in 1956 while part of the 17th BW. Moved to RAF Alconbury on May 12 1958 and inactivated there on Jun 25 1958 when its B-66Bs were transferred to the 86 BS. The 17th BW received its first B-66B on March 16 1956, less than one year alter it had been transferred from PACAF to TAC and moved from Miho AS, Japan, to Hurlburt Field FL. Thereafter, as acceptances took place at a slow and irregular rate (the last B-66B was delivered

on September 18, 1957). the 34th, 37th, and 95th BS of the 17th BW progressively gained experience after converting from B-26s (37th and 95th BS) and B-57s (34th BS) In addition to their routine training operations and to taking part in exercises with CONUS. during September 1956. the 17th BW contributed four B-66Bs to Operation Mobile Baker, the first deployment of the CASF. Along with 36 F/RF-84Fs and F-100Cs, the four B-66Bs flew non-stop to Europe with the assistance of TAC's newly-acquired KB-50 tankers to take part in Exercise Whip Saw During the fall of 1958, during Operation Mobile Zebra. B-66Bs assigned to the CASF were flying practice bombing missions in the Philippines only 17 hours after they had been alerted at their CONUS base 37th Pursuit Squadron (1923-35) (16th Pursuit Group) 37th Attack Squadron (1935-39) 37th Bombardment Squadron (1939-41) HQ-Not organized 1923-33; Langley Field, VA, 1933-38; Inactive 1938-40; Barksdale Field, LA, 1940; Lowry Field, CO, 1940-41; Pendleton, OR, 1941 Demobilized on 15 April 1919 at Mitchel Field, NY, as the 37th Aero Squadron. Reconstituted in the Regular Army on 24 March 1923 as the 37th Pursuit Squadron and assigned to the 16th Pursuit Group. Designated Active Associate was the 16th Observation Squadron 1923-27. Allotted to the Seventh Corps Area on 28 February 1927. Withdrawn from the Seventh Corps Area on 1 September 1928 and allotted to the Eighth Corps Area. Kelly Field, TX, designated as headquarters location on organization, but the unit was never organized at that location. Relieved from assignment to the 16th Pursuit Group on 15 June 1932 and assigned to the 18th Pursuit Group. Activated on 1 September 1933 at Langley Field, VA. Reorganized and redesignated 37th Attack Squadron on 1 March 1935, relieved from the 18th Pursuit Group, and attached to the 8th Pursuit Group. Inactivated on 31 January 1938 at Langley Field, VA, and allotted to the Fourth Corps Area. Shreveport, LA, designated as headquarters location on organization, but the unit was never organized at that location. Redesignated as the 37th Bombardment Squadron (Medium) on 1 December 1939 and assigned to the 17th Bombardment Group. Relieved from assignment to the 17th Bombardment Group on 1 February 1940, activated at Barksdale Field, LA, and assigned to the 28th Composite Group. Transferred on 10 July 1940 to Lowry Field, CO. Transferred on 29 January 1941 to Pendleton, OR. Relieved from assignment to the 28th Composite Group on 23 April 1941 and assigned to the 17th Bombardment Group. Maj. Caleb V. Haynes 1 Sep 33-18 Jul 35 Maj. Russell L. Maughn 16 Aug 37-31 Jan 38 Capt. Ned Schramm 18 Jul 35-7 Jul 36 Inactive 31 Jan 38-1 Feb 40 Maj. William C. Goldsborough 7 Jul 36-3 Aug 37 Maj. William C. Mills 1 Feb 40-ao Jun 41

Capt. David M. Ramsey 3 Aug 37-16 Aug 37 Unknown ao Jun 41-7 Dec 41 On 15 September 2005, at 2340L (1340Z), B-1B serial number 85-0066, experienced a fire in the right main landing gear shortly after landing at Andersen Air Force Base, Guam. The B-1B and Mishap Crew (MC) are assigned to the 28th Bomb Wing, Ellsworth AFB, South Dakota and deployed as the 37th Expeditionary Bomb Squadron. The mishap crew (MC) egressed the mishap aircraft (MA) safely. There were no injuries. There was no damage to private property. Damage to the MA was estimated over $32 million while damage to the taxiway was estimated at $183,967.40. The Accident Investigation Board (AIB) President found clear and convincing evidence the cause of the mishap was the combination of leaking hydraulic fluid and sparks from the forward inboard brake assembly gouging the interior of its accompanying wheel on the right main landing gear. The gouging resulted from a failure of the torque tube bushing in the brake assembly coupled with an outward migration of the axle beam bushing. Outward migration of the axle beam bushing absorbed the gaps designed into the spacing of the brake torque link, brake and wheel upon the axle. Over an indeterminate period of time, tension produced by the migrating axle beam bushing introduced vertical movement in the brake assembly deteriorating and eventually splitting the brake torque tube bushing. Once the torque tube bushing failed, the brake assembly was no longer securely supported on its vertical axis. The failed torque tube bushing coupled with a slightly more lateral position of the brake, due to the migrating axle beam bushing, allowed the brake bolts to press into the wheel and gouge the rim creating sparks. Consequently, a repetitive load on the brake swivel pin which connects the brake to the brake swivel weakened the pin. During the MA’s final approach, between final gear extension and touchdown indication, the brake swivel pin broke. The broken pin resulted in a leak of the primary brake hydraulic system which sprayed hydraulic fluid onto the right main landing gear. Following touchdown and during aircraft rollout, sparks from the gouging wheel ignited the leaking hydraulic fluid causing a fire in the right main landing gear. Subsequently, the secondary brake hydraulic system line in the right forward main landing gear area burst providing additional fuel in the form of high pressure hydraulic fluid. This caused the fire to rapidly expand from the right main landing gear to the nacelle, wing and overwing fairing area on the right side of the MA. On 12 Dec 01, at about 1540Z, B-I aircraft S/N 86-0114, call sign Icecube 44, struck the ocean surface about 55 nautical miles (NM) north of the island of Diego Garcia, UK. The aircraft was destroyed upon impact and sank. All four crewmembers ejected and were rescued by the US Navy; they sustained minor injuries. The mishap crew (MC) was part of the 34th Expeditionary Bomb Squadron (EBS) conducting combat operations from Diego Garcia in support of Operation ENDURING FREEDOM. The B-l was permanently assigned to the 37 BS, 28 BW (ACC), Ellsworth AFB, SD, and was temporarily assigned to 34 EBS at the time of the mishap. The mishap aircraft (MA) departed Diego Garcia on a night air-to-surface attack mission over

Afghanistan. Shortly after level off, the MC shut the #1 engine down due to an oil over-temperature. The associated primary engine generator fell off¬line normally during the engine shutdown. The MC decided to abort the mission and return to Diego Garcia. En route to Diego Garcia the #2 primary engine driven generator dropped off-line, accompanied by loss of the MA’s computer navigation complex. The pilot switched on the emergency generator, in accordance with the appropriate emergency procedure for single generator operation. Shortly thereafter, the pilots determined their primary and standby aircraft attitude (i.e. level flight, turning, climbing, etc.) information was unreliable. Though weather at the cruise altitude of FL 200 (20,000 feet) was clear, there was no lunar illumination and neither pilot could discern the horizon. The offensive systems officer (OSO) and defensive systems officer (DSO) noted increasing uncommanded bank angle displays up to 120° (partially inverted), accompanied by rapidly decreasing altitude and increasing airspeed, and advised the pilots. Passing his altimeter indication of 15,000 ft MSL, the OSO determined the aircraft was out of control and, in accordance with technical order guidance, ejected, followed quicldy by the DSO. The pilots confirmed the OSO and DSO altitude and airspeed indications but could not positively determine the MA attitude. Convinced the aircraft was out of control and unrecoverable, the pilots ejected. From takeoff to ejection the evidence available to the board regarding aircraft system performance came exclusively from crew testimony. Objective evidence from the MA was not available because recovery efforts failed to locate any part of the wreckage. Therefore, it is not possible to make a clear determination as to the cause of the mishap. However, it is possible to reach an opinion regarding key factors that likely led to the loss of the aircraft. Emergency generator operation can make the displays of the primary heading and attitude sources erratic. It is a design feature of the B-l that, when operating, the emergency generator powers the aircraft's essential AC electrical bus independently of the primary AC generators and not in parallel with them. This unsynchronized power, if applied to the pilots' primary flight instruments, can seriously degrade the displays of the primary heading and attitude sources. In this situation the pilots would have had to rely on backup attitude information. The source of backup attitude information was unavailable when the computer navigation complex fell off-line. To work around erratic displays created by the use of the emergency generator, the emergency procedure directs the crew to select a back-up attitude source that, if the computer navigation complex is off-line, presents an invalid constant level flight attitude display with no associated caution light warning. The pilots' primary attitude instrument would have displayed this invalid backup information in a way that likely would have approximated the actual level flight attitude of the MA. The MC could not confirm if the OSO and DSO attitude information was valid. Though the aft station attitude indicators share a common attitude information source with the pilots, the mishap pilots testified their primary attitude instruments and the aft station attitude indicators did not agree. Furthermore, neither indication agreed with the pilots’ standby attitude. In short, the MC perceived'three conflicting attitude displays. Given a lack of a discemable horizon and rapidly decreasing altitude and increasing airspeed, little time was available for the crew to determine which attitude display, if any, was valid. The pilots perceived the Standby Attitude Indicator (SAI) had failed. With the loss of primary attitude reference sources and no discernable horizon, the pilots had to rely on the SAI. Though they disagree in the details of their recollections, both pilots’ testimony states they perceived the SAI had failed. The board could not correlate a SAI failure to other likely aircraft malfunctions present at the time, but an SAI failure unrelated to the other malfunctions is possible. Regardless of whether the SAI actually failed, pilot and co-pilot momentary perception of the SAI failure was the last link in a chain of

events that led to the loss of the MA. The circumstances the MC faced were sufficient to cause unrecognized spatial disorientation that would have made it near impossible for them to recover the MA. It is likely a progression of aircraft malfunctions, aggravated by aircraft design and technical order emergency procedures, created a situation where the pilots were unable to maintain control of the aircraft. Under 10 U.S.C. 2254 (d), any opinion of the accident investigators as to the cause of, or the factors contributing to, the accident set forth in the accident investigation report may not be considered as evidence in any civil or criminal proceeding arising from an aircraft accident, nor may such information be considered an admission of liability by the United States or by any person referred to in those conclusions or statements. On 7 March 2008, at approximately 0203 Zulu (Z), 1203 Guam local time, a B-1B Lancer, tail number 86-000138, assigned to the 37th Bomb Squadron, 28th Bomb Wing, Ellsworth Air Force Base (AFB), South Dakota, collided with two Aircraft Rescue Fire Fighting (ARFF) vehicles after the aircraft began to roll following engine shut down. There were no reported injuries, fatalities, or damage to private property. The Mishap Aircraft (MA) left wing received considerable underwing flight surface damage to the leading edge and flaps. The MA nose radome received deep lacerations on both the left and right sides. Both ARFF vehicles sustained damage as well. Total damage to the aircraft and vehicles was $ 5,773,954. The MA took off from Andersen AFB, Guam, on a redeployment mission to Hickam AFB, Hawaii. Approximately 24 minutes into the flight, the MA lost hydraulic system #3 and the mishap pilot (MP) declared an in-flight emergency and diverted back to Andersen AFB for landing. The MP executed an uneventful approach and landing, taxied the MA clear of the runway, and stopped on the taxiway with the parking brake set in order for the emergency response crew to visually inspect the MA. The emergency response crew observed a hydraulic leak on the right side of the MA and the MP was advised to shut down the aircraft. Within seconds after engine shutdown, the MA began to roll forward and collided with the two emergency response vehicles. The Board President found by clear and convincing evidence that the cause of this mishap was a malfunction of the right hand brake metering valve that caused the parking brake to fail following engine shutdown. Failure of the valve caused depletion of associated brake system accumulators, rendering MA brake systems inoperative when the engines shut down. The right hand brake metering valve was the single point failure of both the parking brake system and the backup emergency brake system. Substantially contributing factors include failure of emergency responders to chock the aircraft, a taxiway decline of .8 degrees, and the inability of ARFF vehicles #9 and #11 to clear the path of the rolling B-1B. The loss of hydraulic system #3, due to the separation of a 1.25 inch diameter tubing from a high pressure hydraulic line T-fitting assembly, caused the MA to return to Andersen AFB with an in-flight emergency, and is therefore also a contributing factor to the accident.

On 4 Apr 08, at 2103 local/1803 Zulu (Z, or Greenwich Mean Time), a B-1B aircraft, tail number 86-000116, impacted a concrete barrier while taxiing following a combat sortie in the United States Air Forces Central Command (USAFCENT) Area of Responsibility (AOR). The Mishap Aircraft (MA) was forward deployed in support of Operation IRAQI FREEDOM (OIF) and Operation ENDURING FREEDOM (OEF) from the 28th Bomb Wing, Ellsworth Air Force Base (AFB), South Dakota to the 379th Air Expeditionary Wing (AEW). The Mishap Crew (MC), assigned to the 37th Expeditionary Bomb Squadron, consisted of the Mishap Aircraft Commander (MAC), Mishap Pilot (MP), Mishap Defensive Systems Officer (MD), and the Mishap Offensive Systems Officer (MO). The MAC was in control of the aircraft for the approach, landing, during taxi operations and at the time of the mishap. Damage to the MA and two C-l 30J aircraft totaled $346.2M. There were no injuries associated with this mishap. Following a combat sortie, the MC landed the MA and taxied clear of the runway. Shortly after turning onto the parallel taxiway, the MA made a pull to the left and a hydraulic and nosewheel steering light illuminated, notifying the MAC of system malfunctions. The MAC brought the MA to a stop and attempted to set the parking brakes. When the brakes failed to engage, the MA began to roll and the MAC activated the emergency brake system. Bringing the MA to a second stop, he notified the tower that they had hydraulic failures and needed to shut down. With the emergency brakes also ineffective, the MA began to roll, again toward the C-l30 parking ramp. The MAC used differential throttle settings to maintain limited directional control, but after noticing a dramatic increase in speed, directed the MP to shut down the engines. Initially paralleling the taxiway centerline, the MA began to drift to the right, towards the edge of the taxiway, the C-l 30 parking ramp, and the row of 7-foot tall concrete barriers. Approximately 30 seconds later, the MA impacted the barriers, causing fuel tanks to rupture and shortly thereafter caught fire, resulting in the total loss of the aircraft. The Accident Investigation Board President determined by clear and convincing evidence that the cause of the mishap was the near-simultaneous failure of hydraulic systems #2 and #3, due to a hydraulic leak, resulting in the complete loss of the MA’s brakes and nosewheel steering. The MP’s decision to advance power in engine #4 to gain partial steering and the dark, nighttime environment were substantially contributing factors.

441214   B-26G   43-34254  37BS  1`7BG Y 9  TOA  Semple,

Allen W  Dijon/Y-9 

450116   B-26C   41-34925  37BS  17BG Y 9  LAC  Pendleton,

Roger A  Dijon/Y-9 

450122   B-26G   43-34392  37BS  17BG Y 9  CBL  Constant,

Raymond L  Dijon/ 2mi

S 

450219   B-26G   43-34239  37BS  17BG Y 9  CBL  Koza,

Kenneth E  Lyon-

Brom/Y-6 

450311   B-26C   41-34883  37BS  17BG Y 9  TOA  Hoyer,

Walter F Jr  Dijon/Y-9 

530113   B-26C   44-34546  37BS  17BG

K-9 Pusan East,

Korea  KCRGC 

Bauwin,

Eugene E 

8mi SE of Pusan East,

Korea 

410925   RB-25   40-2172  37BS  17BG Pendleton

Field, OR  LAC  Bower,

William M  Jackson

AAB, MS 

411106   B-25B   40-2259  37BS  17BG Pendleton

AAB, OR  KFLEF  Butler, Jack

H 

Daniel Field, Augusta,

GA 

420404   B-25B   40-2234  37BS  17BG Columbia,

SC  TAC  Bailey,

Malcom A  Langley

Field, VA 

420430   B-25C   41-12637  37BS  17BG

Columbia AAB, Columbia,

SC  LACMF 

Wood,

Wilson R  Columbia

AAB, SC 

420610   B-25C   41-12783  37BS  17BG Columbia

AAB, SC  LAC  Campbell, Woodrow

R. 

Columbia

AAB, SC 

420622   B-25G   41-12813  37BS  17BG

Miami AAF,

Miami, FL  LACMF 

Sabotka,

Henry J  Morrison

Field, FL 

420802   B-26A   41-7450  37BS  17BG Barksdale

Field, LA  LAC  Rugroden,

Clyde H  Barksdale

Field, LA 

420916   B-26B   41-17730  37BS  17BG Barksdale

Field, LA  GAC  Martin,

Harry T  Barksdale

Field, LA 

420921   B-26   41-17616  37BS  17BG Barksdale

Field, LA  KCRGC  Parson,

John E 

14 mi SE of Vinton,

LA 

421028   B-26B   41-17805  37BS  17BG

Baer Field, Fort

Wayne, IN  MACO 

Rohwer,

Lester D  Silver

Lake, IN 

421109   Miles Master 

 W-8853  37BS  17BG 

RAF Ibsley, Hampshire,

ENG  TAC 

Beaton, Robert

George 

RAF Ibsley, Hampshire,

ENG 

400822   B-18A   39-22  37BS    

Lowry Field, Denver,

CO  KCRSFW 

Champagne,

Wilbur A  Lowry

Field, CO 

340122   P-6D   29-365  37PS  8PG

Langley Field, Hampton,

VA  TOAEF 

Turner,

Louie P. 

Chapman Field,

Miami, FL 

350125   P-12E   32-32  37PS  8PG

Langley Field, Hampton,

VA  LACGL 

Guidera,

A. W. 

Shushan Airport, New Orleans,

LA 

331221   P-6E   32-273  37PS    

Langley Field, Hampton,

VA  BOEF 

Read,

Raplh M. 

Spruce Mt, near Oceola,

WV 

340421   P-6D   29-367  37PS    

Langley Field, Hampton,

VA  FLWNO 

Bear, H.

S.  LaBelle,

PA 

340823   P-6D   29-266  37PS    

Langley Field, Hampton,

VA  FLEF 

Smith, Curtis E.,

Jr 

½ mi W of Light Foot,

VA 

350119   P-6D   29-368  37PS    

Langley Field, Hampton,

VA  FLEF 

Price,

James H.  Providence

Forge, VA 

370325   A-17   35-148  37AtkSq  8PG

Langley Field, Hampton,

VA  FLoG 

Watson,

Harold E. 

Near, Messick,

VA 

380117   A-17   35-100  37AtkSq  8PG

Langley Field, Hampton,

VA  TAC 

Watson,

Harold E.  Langley

Field, VA 

350427   P-6D   29-273  37AtkSq    

Langley Field, Hampton,

VA  FLoG 

Bennett,

Frank J 

3 mi NE of Lexington,

VA 

350628   P-6D   29-270  37AtkSq    

Langley Field, Hampton,

VA  FLEF 

Bennett,

Frank J 

Near Newport

News, VA 

350711   P-6D   29-366  37AtkSq    

Langley Field, Hampton,

VA  FLEF 

Sutherland,

Joe M  Bay Point,

VA 

351010   A-8   32-345  37AtkSq    

Langley Field, Hampton,

VA  FLEF 

Amspaugh,

Paul E 

Landed in water 50 yds off Ocean

View, VA 

351201   A-8   32-349  37AtkSq    

Langley Field, Hampton,

VA  FLEF 

Amspaugh,

Paul E  Near

Oliver, PA 

360305   A-8   32-346  37AtkSq    

Langley Field, Hampton,

VA  FLEF 

Thomas,

Joseph A. 

In water S of Messick,

VA 

360716   A-8   32-348  37AtkSq    

Langley Field, Hampton,

VA  LACMF 

Russell,

Clyde R.  Langley

Field, VA 

370416   A-17   35-104  37AtkSq    

Langley Field, Hampton,

VA  TAC 

Jones,

James M. 

Muni Airport, Rocky Mount,

NC 

370801   A-17   35-104  37AtkSq    

Langley Field, Hampton,

VA  KSSPCR 

Enyart,

William R  Fort Hoyle,

MD 

_____________________________________________________________________________ Air Force Order of Battle Created: 5 Sep 2010 Updated: Sources Air Force Historical Research Agency. U.S. Air Force. Maxwell AFB, AL. The Institute of Heraldry. U.S. Army. Fort Belvoir, VA. Air Force News. Air Force Public Affairs Agency.